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WO2005056372A1 - Structure de chassis porteur comportant un element de carrosserie en acier moule a parois fines - Google Patents

Structure de chassis porteur comportant un element de carrosserie en acier moule a parois fines Download PDF

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Publication number
WO2005056372A1
WO2005056372A1 PCT/DE2003/004079 DE0304079W WO2005056372A1 WO 2005056372 A1 WO2005056372 A1 WO 2005056372A1 DE 0304079 W DE0304079 W DE 0304079W WO 2005056372 A1 WO2005056372 A1 WO 2005056372A1
Authority
WO
WIPO (PCT)
Prior art keywords
frame structure
support frame
cross member
structure according
body component
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2003/004079
Other languages
German (de)
English (en)
Inventor
Jürgen Bösselmann
Konrad Eipper
Arndt Gerick
Wolfgang KLEINEKATHÖFER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Priority to DE10394341T priority Critical patent/DE10394341D2/de
Priority to AU2003300491A priority patent/AU2003300491A1/en
Priority to PCT/DE2003/004079 priority patent/WO2005056372A1/fr
Publication of WO2005056372A1 publication Critical patent/WO2005056372A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D23/00—Combined superstructure and frame, i.e. monocoque constructions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/082—Engine compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D25/00—Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/08—Front or rear portions
    • B62D25/087—Luggage compartments
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof

Definitions

  • Support frame structure with body component made of thin-walled cast steel
  • the present invention relates to a support frame structure for a self-supporting bodyshell of a motor vehicle, in particular a passenger car, with the features of the preamble of claim 1.
  • the body component which is designed as a thin-walled steel cast part, can be a roof rack or a door pillar, in particular an A pillar or a B pillar, of the supporting frame structure.
  • a side part inner frame can be designed as a thin-walled steel casting.
  • a truss-like support frame structure which comprises a multiplicity of rod elements which are connected to one another via a corresponding number of node elements.
  • the node elements can preferably be designed as thin-walled cast steel parts.
  • An embodiment is preferred in which a rod element is integrated in a node element.
  • the respective body component can optionally be provided with welding bosses for coupling further components.
  • WO 03/031252 AI it is known to design a body component designed as a thin-walled steel cast part in such a way that it has an essentially framework-like shell which is at least partially filled and thus reinforced by a core made of metal foam or metallic hollow spheres.
  • the body component constructed in this way is preferably a roof pillar, in particular an A pillar in a convertible.
  • the present invention deals with the problem of specifying an improved embodiment for a support frame structure of the type mentioned at the outset, which is characterized in particular by advantageous applications of thin-walled cast steel.
  • the present invention is based on the general idea of designing at least one body component as a thin-walled steel casting in a front frame and / or in a rear area of the supporting frame structure of the type mentioned at the beginning.
  • the advantages of thin-walled steel casting can also be used to advantage in areas of the supporting frame structure which have not been considered previously.
  • the support frame structure in the front area or in the rear area can be made lighter than was previously possible when using several sheet metal components.
  • a price advantage can also be achieved if the cast components are of complex design and thereby replace several individual steel sheets of a conventional construction, which have to be joined together in order to form the respective structure.
  • the invention thus uses the knowledge that thin-walled cast steel parts can form not only as rod-shaped column elements as in the conventional supporting frame structures, but also other, quasi arbitrarily profiled components of a self-supporting bodyshell in the front area and in the rear area. This knowledge was not to be expected due to the different dynamic and static loads that occur on the one hand with roof racks or pillars and on the other hand with components in the front area or the rear area.
  • the body component which is designed as a thin-walled steel cast part, can be a side member arranged in the rear area and designed to connect a rear wheel suspension.
  • a side member is exposed to high dynamic and static loads during operation of the motor vehicle and, in the case of a conventional support frame structure, must be assembled from a comparatively large number of individual sheet metal parts in order to obtain the desired strength through doubling of the material and complex shaping. Accordingly, such a conventional side member is comparatively heavy, so that a particularly high weight advantage can be achieved if such a side member corresponds to the inventive moderate proposal is made as a thin-walled steel casting.
  • the body component designed as a thin-walled steel cast part can be a cross member arranged in the rear area, which extends in or over or on a loading floor of the rear area between rear wheel supports.
  • a cross member With the help of such a cross member, the torsional rigidity of the vehicle can be improved.
  • such a cross member with a conventional design consists of several joined sheets in order to achieve the desired stiffness values by means of complex shaping and material doubling. This makes the conventional cross member comparatively heavy.
  • the proposal according to the invention of designing this cross member as a thin-walled steel casting enables a particularly large weight advantage to be achieved.
  • the body component designed as a thin-walled steel casting can be an end wall arranged in the front area. Via which the front area is connected at the rear to a passenger cell of the support frame structure.
  • Such an end wall usually has several functions. On the one hand, it serves to stiffen the adjacent outer area of the support frame structure. On the other hand, it serves to hold, store, fix and attach a large number of additional components of the vehicle, such as pedal system, wiper system, air conditioning system, etc.
  • the bulkhead requires a correspondingly complex shape What is achieved in a conventional end wall designed as a sheet metal part by attaching a correspondingly large number of additional sheet metal parts to it.
  • the joining processes required for this are, on the one hand, costly and time-consuming on the other hand, it is tolerant, which complicates the subsequent attachment of the respective add-on parts.
  • the proposal according to the invention to design the end wall as a thin-walled steel casting makes it possible to integrate a plurality of connection points in the end wall, so that there is no need to subsequently add additional sheet metal parts.
  • the cast steel parts have a comparatively high dimensional accuracy, so that tolerances in this regard are relatively small, which simplifies the subsequent attachment of the add-on parts. Accordingly, a cost advantage can be achieved with the complex end wall if it is produced as a thin-walled steel casting according to the proposal.
  • the body component which is designed as a thin-walled steel cast part, can be a steam dome arranged in the rear or front area and designed to support a spring and / or steam leg.
  • a steam dome is exposed to comparatively high dynamic loads during operation of the vehicle. Accordingly, the steamer dome has to be stiffened with several reinforcement plates in a conventional design in order to achieve the required strength values by doubling the material and using an appropriate connection technology. Accordingly, here too there is a relatively high potential for weight savings if the steam dome is produced as a thin-walled steel casting in accordance with the proposal according to the invention.
  • the body component which is in the form of a thin-walled steel cast part, can be an elongate member arranged in the front area and designed to connect a front wheel suspension.
  • a long beam is also exposed to relatively large dynamic and static loads during operation of the vehicle, so that a conventional, longitudinal members made from sheet metal parts are given the desired strength through material doubling and complex shaping. Accordingly, a comparatively large weight advantage can be achieved here with a longitudinal beam designed as a thin-walled steel casting.
  • FIG. 1 is an exploded perspective view of a rear area of a support frame structure according to the invention to explain an embodiment
  • FIG. 2 is a perspective view of a side member
  • 3 is a perspective view of a rear area of the support frame structure in the assembled state in a particular embodiment
  • FIG. 4 is a view as in FIG. 3, but in another embodiment,
  • FIG. 5 is an exploded view as in FIG. 1, but to explain a further embodiment
  • FIG. 6 shows an exploded view of a front region of the support frame structure to explain a further embodiment
  • FIG. 7 is a perspective view of a portion of the front area containing an end wall, in another embodiment
  • FIG. 8 is a view as in FIG. 7, but in a further embodiment,
  • FIG. 9 is an exploded view as in FIG. 6, but to explain another embodiment
  • FIG. 10 is a perspective view of a damper dome according to the invention.
  • FIG. 11 is a view as in FIG. 10, but from a different viewing direction
  • FIG. 12 is a view as in FIGS. 10 and 11, but with a further viewing direction
  • FIG. 13 shows an exploded view as in FIG. 9, but to explain another embodiment.
  • a rear area 1 of a support frame structure for a self-supporting bodyshell of a motor vehicle, preferably a passenger car, usually consists of a large number of individual body components. While in a conventional support frame structure all body components of the rear area 1 are designed as sheet metal parts, in the support frame structure according to the invention at least one of the body components in the rear area 1 is designed as a thin-walled steel casting.
  • a thin-walled steel casting is understood to mean a steel casting which, at least in some areas, has wall sections with a wall thickness in the range between 1.0 mm and 4.0 mm, in particular in the range between 1.5 mm and 3.0 mm.
  • the respective steel casting is usually made using a sand mold and preferably with a lost mold.
  • a left and a right side member 2 are each designed as thin-walled steel castings.
  • a longitudinal member 2 is used to connect a rear wheel suspension, not shown, and has corresponding connection points.
  • the longitudinal member 2 has a half-shell hollow profile with a complex shape. It is clear that the side member 2 can be bionically optimized.
  • the longitudinal beam 2 can have a truss structure at least in certain areas, the positioning and dimensioning of individual truss beams being able to be determined, for example by means of an FEM simulation, where FEM stands for finite element method.
  • the side member 2 is here a component of a side member assembly, which can include the following elements cumulatively or alternatively at least simply: a lower reinforcing element 3, which is arranged at the bottom of the side member 2, an upper reinforcing element 4, which is arranged on an upper section of the side member 2 is an inner reinforcing element 5, which is arranged on an inner side of the side member 2 facing the vehicle center, a front closing element 6, which closes the hollow profile of the side member 2 laterally outside, a rear receiving element 7, which reinforces a connection point of the rear wheel suspension, a rear outer Receiving element 8, which also serves to stiffen the connection point, a front plate element 9, which is also arranged in the region of the connection on the side member 2, a rear lower cross member connection element 10, which is arranged on the rear side of the side member 2 and on a n rear middle cross member 11 is connected, a rear plate member 12 which is arranged at the rear of the side member 2.
  • the individual elements of the side member assembly - if they are not integrated in one piece in the side member 2 - can each be designed as a sheet metal component or as a thin-walled cast component. Furthermore, two or more of the elements can be integrated in a one-piece thin-walled steel casting.
  • At least one, preferably several, in particular all, of the elements mentioned can now be integrated in one piece in the respective longitudinal member 2, as a result of which the longitudinal member 2 receives an increased complexity and level of integration.
  • the longitudinal beam 2 then be better optimized with regard to the desired strength values, in particular bionically.
  • FIG. 2 shows an embodiment in which several of the mentioned elements of the side member assembly are integrated in the side member 2 designed as a cast part.
  • the rear closing part ⁇ is also designed as a separate component which is installed with the side member 2.
  • FIG. 3 shows a special embodiment for the rear area 1 of the support frame structure.
  • two complex side members 2 and the rear middle cross member 11 are designed as a one-piece integral cast component that is completely inserted into the supporting frame structure. This enables a particularly high degree of integration to be achieved.
  • a rear pillar connection element 13 is also integrated in one piece in the respective longitudinal beam 2 and is expediently used to connect a roof pillar, in particular a C pillar or a B pillar of the vehicle to the support frame structure.
  • a particularly complex, multi-component body component is also created here, which can be produced completely as a thin-walled cast steel component.
  • a further cross member 14 is also arranged essentially in the center and further forward in the rear region 1, which is also preferably designed as a thin-walled steel casting.
  • This cross member 14 extends in or over or on a loading floor of the rear area 1 which cannot be seen here.
  • This cross member 14 is arranged between the side members 2 such that the cross member 14 is located between the rear suspension or between rear wheel supports 15 is arranged.
  • This cross member 14 here forms part of a cross member assembly which, in addition to the cross member 14, contains at least the following elements once or several times: a lateral reinforcing element 16, which is arranged laterally and below on the cross member 14, a central bracket element 17, which is located on the rear and bottom of the cross member 14 is arranged, a closing element 18 which is arranged laterally on the cross member 14 and forms a transition in a vertical direction, a lateral bracket element 19 which adjoins the closing element 18 upwards and is angled laterally outwards, an angle element 20 which is on the outwardly angled lateral console element 19 is arranged and reinforced.
  • the additional elements of the cross members mentioned can optionally be designed as sheet metal components or as thin-walled cast steel components.
  • at least one, preferably several, in particular all, of the elements mentioned can be integrated in one piece in the cross member 14. In this way, the degree of integration of the cross member 14 and thus its complexity is increased, which better exploits the advantages of the thin-walled cast steel component with regard to the weight saving potential and simplified production. If they are not integrated in the cross member 14, at least two of the elements can be integrated into a one-piece thin-walled casting.
  • the cross member 14 or the cross member assembly forms a compensation reinforcement in the rear area 1 of the support frame structure and can, for example, improve the structure of the supporting frame structure in the rear area 1.
  • a front region 21 of the support frame structure which is otherwise not shown, comprises at least one end wall 22, which according to the invention can be designed as a thin-walled steel casting. Via this end wall 22, the front region 21 is connected at the rear to a passenger cell of the supporting frame structure, not shown here.
  • the end wall 22 has a complex shape, in particular a large number of brackets, fixing points, bearing points and the like. are integrally formed on the end wall.
  • the end wall 22 By designing the end wall 22 as a cast steel part, it can be optimized biologically, so that it is in particular possible to provide the end wall 22 with a support structure, not shown here, at least in regions, which on the one hand ensures the desired strength and rigidity for the end wall 22 and on the other hand, allows a significant weight reduction.
  • the end wall 22 is part of a front wall assembly which, as further elements, can have, among other things, the following elements, simply or at least twice: a holding element 23 for a foot parking brake, a holding element 24 for a passenger footplate, an upper holding element 25 for an accelerator pedal, and a lower holding element 26 for the accelerator pedal, a console element 27 for attaching a heating device, a frame element 28 for a control unit box, an end wall connection support element 29 which connects to the end wall 22 in the center towards the front, an upper outer cross member element 30 which is arranged on the end wall 22 at the bottom and on the side outside , a lower outer cross member 31, which is arranged at the bottom of the upper , outer cross member 30, a lower inner cross member 32, which inwardly adjoins the lower inner cross member 32, a middle Cross member 33 for stiffening in the tunnel area, a cross member 34 for supporting a pedal base, not shown, a cross member 35, which is arranged below a windshield, not shown here, a pot member 36 for receiving
  • the individual elements of the end wall assembly can each be designed either as sheet metal components or as thin-walled cast steel components, wherein the respective steel cast part can also contain several of the elements integrally.
  • an embodiment is preferred in which at least one or in which a plurality, in particular all, of the elements mentioned is integrated in one piece in the end wall 22. In this way, a very complex cast steel component with a high level of integration is also achieved here, with the advantages of thin-walled cast steel also having a positive effect the more individual parts can be integrated.
  • FIG. 7 and 8 show exemplary embodiments for realizing the end wall 22 designed as a thin-walled cast steel component, the embodiments shown here each having a very high degree of integration.
  • a console 39 is formed on each of these vehicle end walls 22, via which the respective end wall 22 is connected to a front lower or side longitudinal member 40.
  • This longitudinal beam 40 can be configured conventionally from sheet metal components or, according to the invention, as a thin-walled cast steel component.
  • the front area 21 can have a damper dome 41 on each side of the vehicle.
  • a damper dome 41 is used in a conventional manner to support a strut and / or shock absorber, not shown here, which is assigned to a respective wheel suspension on each side of the vehicle.
  • a corresponding damper dome 41 can of course also be arranged in the rear area 1 of the support frame structure.
  • the damper dome 41 is based on a damper dome 41 arranged in the front region 21, it can be transferred in a corresponding manner to a damper dome 41 arranged in the rear region 1.
  • this damper dome 41 can now also be designed as a thin-walled steel casting, which has the advantages that can be achieved, such as. B. lightweight and high degree of integration, transferred to this section of the front area 21.
  • the damper dome 41 can be bionically optimized and, for example, at least partially provided with a framework structure.
  • the damper dome 41 is also expediently part of a damper dome assembly which contains further elements, at least some of which are mentioned below: a console element 42, on which the respective spring and / or damper leg is supported directly or indirectly essentially vertically, a console element 43 For a wishbone not shown, a wheel suspension, a reinforcing element 44 for reinforcing the console element 42 from the inside or below, a reinforcing element 45 for further stiffening the console element 42, a holding element 46 for an adaptive damper system (ADS), a holding element 47 for one here shown vehicle cooler, an upper side member 48, which connects laterally to the outside of the damper dome 41, and a reinforcing element 49 for the upper side member 48.
  • ADS adaptive damper system
  • the individual elements of the damper assembly can be used as separate sheet metal parts or as separate thin-walled steel castings are formed.
  • Several of the elements can expediently be combined to form an integral thin-walled steel component.
  • An embodiment is preferred in which at least one of these elements, preferably several or all elements, are integrated in one piece in the damper dome 41.
  • the more components that can be integrated into the damper dome 41 the greater the weight saving potential and the reduction in the manufacturing effort.
  • damper dome 41 has a base plate 50 which is designed to support the respective spring and / or damper strut and is accordingly equipped with suitable connections or connection points 51. From this base plate 50 also go down several supports 52, via which the damper dome 41 is supported on other body components, not shown here, of the support frame structure. For example, a suitable flange (not shown here in more detail) is formed on the supports 52 at the respective free end, which flange is prepared for connection to the respective body components. In the preferred embodiment shown here, at least two of the supports 52 are supported on one another via at least one integrally formed strut 53, as a result of which the stiffness of the damper dome 41 is increased. Overall, the damper dome 41 thus shows a framework structure that is optimized with regard to the loads to be expected in such a way that the damper dome 41 is sufficiently stiff and as light as possible.
  • the front area 21 contains a longitudinal beam 54 on each side of the vehicle, which can be designed as a thin-walled steel casting according to the invention.
  • a longitudinal beam 54 is used in the front region 21 for connecting a front wheel suspension and is therefore included appropriate connection points and bearings.
  • Each of these side members 54 is again part of a side member assembly which, in addition to the side member 54, can in particular contain the following elements: an inner side member element 55 and an outer side member element 56, which can each form the side member 54 or a stiffening of the respective side member 54 by forming a Hollow profile effect, a lower side member 57, which adjoins the side member 54, a reinforcing member 58 for the inner side member 55, a reinforcing member 59 for reinforcing the outer side member 56, a reinforcing member 60 for reinforcing the lower side member 57, a front bracket member 61 , which connects to the side members 54 at the front and bottom and is provided for at least one of the side member elements 55, 56, a rear bracket element 62 which also connects to the side member 54 from below, but further back d is also provided for at least one of the longitudinal beam elements 55, 56, and a console element 63 which is provided for a torsion bar, not shown.
  • the elements of the side member assembly mentioned can optionally be designed as sheet metal components or as thin-walled cast steel components. At least two of the elements are preferably integrated into a common cast steel component. An embodiment is preferred in which at least one, but preferably several, and in particular all of the elements mentioned are integrated in one piece in the longitudinal beam 54. In this way, a very complex cast steel part is produced, which can be optimized in a special way with regard to weight and rigidity and in particular can be assembled particularly easily. 1 and 5, it can be seen that in the rear area 1 the side members 2 or the side members 2 and the cross member 14 and the damper dome (s) 41 of the rear wheels are adjacent to one another, so that at least two of these components of the rear area 1 adjoin one another can be attached.
  • At least two of the components mentioned are integrally formed in one piece. This further increases the degree of integration for the respective thin-walled cast steel component.
  • elements of one component assembly can be integrated into one of the other components.
  • the same also applies to the front area 21 and its components, namely the front wall 22, the damper domes 41 and the side members 54.
  • the components mentioned can be integrated with one another, that is to say be formed by a common thin-walled cast steel component.
  • elements of one component assembly can be integrated into one of the other components.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Structural Engineering (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

La présente invention concerne une structure de châssis porteur destinée à une carrosserie tubulaire autoporteuse d'un véhicule, notamment d'un véhicule léger, comportant au moins un élément de carrosserie en acier moulé à parois fines. Pour mieux exploiter encore les avantages d'une telle construction, le ou les éléments de carrosserie est un composant (2) d'une partie avant ou arrière (1) de la structure de châssis porteur.
PCT/DE2003/004079 2003-12-11 2003-12-11 Structure de chassis porteur comportant un element de carrosserie en acier moule a parois fines Ceased WO2005056372A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE10394341T DE10394341D2 (de) 2003-12-11 2003-12-11 Tragrahmenstruktur mit Karosseriebauteil aus dünnwandigem Stahlguss
AU2003300491A AU2003300491A1 (en) 2003-12-11 2003-12-11 Supporting frame structure comprising a body component made of thin-walled cast steel
PCT/DE2003/004079 WO2005056372A1 (fr) 2003-12-11 2003-12-11 Structure de chassis porteur comportant un element de carrosserie en acier moule a parois fines

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/DE2003/004079 WO2005056372A1 (fr) 2003-12-11 2003-12-11 Structure de chassis porteur comportant un element de carrosserie en acier moule a parois fines

Publications (1)

Publication Number Publication Date
WO2005056372A1 true WO2005056372A1 (fr) 2005-06-23

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PCT/DE2003/004079 Ceased WO2005056372A1 (fr) 2003-12-11 2003-12-11 Structure de chassis porteur comportant un element de carrosserie en acier moule a parois fines

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AU (1) AU2003300491A1 (fr)
DE (1) DE10394341D2 (fr)
WO (1) WO2005056372A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1602564A3 (fr) * 2004-06-04 2006-11-15 Bayerische Motoren Werke Aktiengesellschaft Véhicule automobile
DE102008020527A1 (de) * 2008-04-24 2009-10-29 GM Global Technology Operations, Inc., Detroit Rahmenstruktur für ein Kraftfahrzeug
US9381954B2 (en) 2012-06-13 2016-07-05 Audi Ag Body supporting structure for a vehicle body
DE102015204895A1 (de) 2015-03-18 2016-09-22 Bayerische Motoren Werke Aktiengesellschaft Karosserie eines Kraftfahrzeugs
DE102020114420A1 (de) 2020-05-29 2021-12-02 Bayerische Motoren Werke Aktiengesellschaft Lagerungsanordnung für eine Fußhebeleinrichtung und Kraftwagen
DE102020114423A1 (de) 2020-05-29 2021-12-02 Bayerische Motoren Werke Aktiengesellschaft Frontsäulenstruktur für einen Kraftwagen und Kraftwagen
EP4192721B1 (fr) 2020-08-07 2024-10-02 Tesla, Inc. Pièces coulées intégrées d'absorption d'énergie

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US5480208A (en) * 1994-05-06 1996-01-02 Aluminum Company Of America S-portion for a frame-type vehicle body construction and an associated method
DE19819446A1 (de) * 1998-04-30 1999-11-04 Volkswagen Ag Karosseriestruktur eines Kraftfahrzeuges
EP1138581A2 (fr) 2000-03-28 2001-10-04 Volkswagen Aktiengesellschaft Elément de construction d'acier
JP2002019636A (ja) * 2000-07-07 2002-01-23 Nissan Motor Co Ltd 車体構造
WO2003031252A1 (fr) 2001-10-05 2003-04-17 Daimlerchrysler Ag Element support coule pour carrosserie de vehicule

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Publication number Priority date Publication date Assignee Title
US5480208A (en) * 1994-05-06 1996-01-02 Aluminum Company Of America S-portion for a frame-type vehicle body construction and an associated method
DE19819446A1 (de) * 1998-04-30 1999-11-04 Volkswagen Ag Karosseriestruktur eines Kraftfahrzeuges
EP1138581A2 (fr) 2000-03-28 2001-10-04 Volkswagen Aktiengesellschaft Elément de construction d'acier
JP2002019636A (ja) * 2000-07-07 2002-01-23 Nissan Motor Co Ltd 車体構造
WO2003031252A1 (fr) 2001-10-05 2003-04-17 Daimlerchrysler Ag Element support coule pour carrosserie de vehicule

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Title
PATENT ABSTRACTS OF JAPAN vol. 2002, no. 05 3 May 2002 (2002-05-03) *

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1602564A3 (fr) * 2004-06-04 2006-11-15 Bayerische Motoren Werke Aktiengesellschaft Véhicule automobile
DE102008020527A1 (de) * 2008-04-24 2009-10-29 GM Global Technology Operations, Inc., Detroit Rahmenstruktur für ein Kraftfahrzeug
US8287035B2 (en) 2008-04-24 2012-10-16 GM Global Technology Operations LLC Frame structure for a motor vehicle
DE102008020527A8 (de) * 2008-04-24 2018-06-21 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Rahmenstruktur für ein Kraftfahrzeug
US9381954B2 (en) 2012-06-13 2016-07-05 Audi Ag Body supporting structure for a vehicle body
DE102015204895A1 (de) 2015-03-18 2016-09-22 Bayerische Motoren Werke Aktiengesellschaft Karosserie eines Kraftfahrzeugs
DE102020114420A1 (de) 2020-05-29 2021-12-02 Bayerische Motoren Werke Aktiengesellschaft Lagerungsanordnung für eine Fußhebeleinrichtung und Kraftwagen
DE102020114423A1 (de) 2020-05-29 2021-12-02 Bayerische Motoren Werke Aktiengesellschaft Frontsäulenstruktur für einen Kraftwagen und Kraftwagen
EP4192721B1 (fr) 2020-08-07 2024-10-02 Tesla, Inc. Pièces coulées intégrées d'absorption d'énergie
EP4461625A3 (fr) * 2020-08-07 2025-02-12 Tesla, Inc. Pièces coulées à absorption d'énergie intégrée
US12503165B2 (en) 2020-08-07 2025-12-23 Tesla, Inc. Integrated energy absorbing castings

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